WT AND BAL ERROR. FLC RECEIVED WT CORRECTIONS AND SO AND FO DID REASONABLENESS CHKS. DURING TAXI; ROTATION AND CLB; THE ACFT SEEMED VERY NOSE HVY. SHORTLY AFTER TKOF FLC RECEIVED ANOTHER REVISION THAT SHOWED WTS HAD INCREASED BY 11000 LBS. B747-200.

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